Internal-combustion engine.



l.. C. VAN HIPERe INTERNAL COMBUSHON ENGINE. APPLICATION FILED MAYIs, IQIG.

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A a .I E I do C IIIIIJIlIILII i.. C. VAN HIPER.

NHENNAL coNBusnoN ENGINE.

APPLICATION FILED MAY 15| 1916. 1,233,2@30 Y i* Patentedfug. 28, 1917.

4 SHEETS-SHEET 2.

L. C. VAN HIPER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 15, 191e.

1,2383223. Patented Aug. 28, 1917,

L. C. VAN RPEE,

EN'ERNAL COMBUSGN vENGlNE. APPLmATIoN `mn'mm 15, 1916.

Patente Aug. 28, 1917.

4 SHEETS-SHEET 4.

UNTJE STATES MESNE ASSIGNMENTS, IO CORPORATION OF DELAYARI.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Ane'. 28,31 91'?.

Application filed May l5, 1916. Serial 97,624.

1'., nu i/mm if 'may concern.'

lie it known that I, Lnwi's C. VAN HIPER, a riti/en ot the United States, and a resident ot Wayne county, city o'f Detroit, State ot' Michigan. have invented certain new and uset'ul improvements in internal-Coniliustion Engines. ot which the following is a speriiimtion, reference being had to the accompanying drawings.

This invention relates to improvements in internal 'combustion engines and may be applied to either the two cycle. t'our cycle or doulile acting type ot' explosive engines, although in the accompanying illustrations l have shown it in connection with a four cycle engine.

The object ot this invention is to increase the el'iiciency by means ot a new construction and arrangement of engine, wherein it if' pos-sible to greatly increase the compression oll any explosive vapor, particularly such as `gasolene or other 4products et petroleum, without danger ot' preia'nition.

By means ot' these improvements it is pos-slide in this pr;1 .ent engine to obtain almost any degree oi compression desired without danger ot' preignition.

Other advantages obtained are, greater rapidityY of expansion after combustion, mechanitai agitation of the tuel vapor at the time ot' ignition. an increase in the leverage exerted by the piston upon the crank arm at the highest point ot expansion after combnstion and a more complete scavenging of the products of combustion upon exhaust, the same being replaced by fresh air, explosive vapor or both in any pre-determined proportion.

This ii'ivention may loe applied to any iorm or style ot engine and may be adapted to those engines havingv cylinders and pistons rotating around an axis, as well as those wherein the cylinders are stationary.

Reference is made to the accompanying drawings in which:

Figure i. is a longitudinal. sertion of motor on line ---C ot' Fig'. ll.

Fig'. 2. is a transverse section on line -f--A ot' Fig. l.

Fig. 3. is an end view ot engine looking in the direction ot arrow il (Fig. l).

Fig. 'l. is a crank diagram beginning with suction stroke.

Fig. 5. is a diagrammatic view 'showing position of valves at the end ot' suction stroke. l

Fig. '6. is a crank diagram at end of suction stroke.

Fig. 7. is a diagrammatic view showing position ot' valves at the end of compression stroke.

Fig. 8. is a crank diagram at end of compression stroke.

Fig. 9. is a diagrammatic view showing:r position oi valves at point ot ignition.

Fig'. 10A is a crank diagram at point ot ignition.

Fig'. .1.1. is a diagrammatic View showing` position ot' valves at end of expansion stroke.

Fie". ll a crank diagram at end of eX- pansion stroke. f

Figs. 13 and li show different arrangements otengine wherein a plurality of two e vlinder units, according to this invention, are employed.

Like letters and numerals of reference denote like parts in the various figures.

Piston ot cylinder E. is connected leyl the usual connecting" rod .1, to an armQ, of the erank shat't 3, spaced in this instance 45 degrees,- upon the crank shaft, from the crank arm --i-. which carries the connecting rod ot piston l). operating in cylinder F. (3 is the tty wheel. 7 the sprocket gear that drives the ehaiu 13 connected to the eain shaft H. which operates the exhaust and intake. valves l), Srl. 9h. 9 throufrh the tappet rods 1G, 10, lo, 10C. tam shaft S also operates the sleeve valve Vll by means ot the sleeve connecting' rod l2, operated bythe frank liin L15 oi thv arm QS of the camshaft S. The ram shaft is geared to the crank shaft I. liv chain 13, reducing' itsrotationin relation to the'crank shaft in this instance 1 to 9;' 1l is the usual cylinder wall, 15 the water pare, and l the water jacket. The oil and `water inlets and outlets are not shown in detail. but otI eourse'niay be arranged in any well known manner. 17 is a spark plug, '1S the crank case, ll) the intake ralve Yfor cylinder lil., Q0 the intake valve tor cylinder lll., and Ql-Bl exhaust valves. 2Q-Q2 are piston rings placed between the head of eylinderlil. and the sliding" sleeve 1l; 2f-3 is an'openingor port in the walls lim-lll. connecting cylinder E.' with evlinder l and is opened andl closed b v the sliding' sleeve 1l at intervals hereinafler gins its suction stroke, piston explained. 24 is an opening or port in the sliding sleeve 1l to connect cylinder E. with cylinder F. at pre-determined intervals and the sliding sleeve 11v closes these cylinders off from communicating with each other, also at pre-determined periods.

The operation of the engine is as follows:

Referring now to Fig. l, when piston D. is at the top dead center of its exhaust stroke, the inlet valve 9 opens and the inlet, 19 is connected to a manifold leading from' the carbureter in the usual manner, but the gas mixture in .the carbureter (not shown), is kept at a much richer mixture than in ordinary use for combustion engines. For example, the mixture in this instance would be preferably about one vpart of gasolene vapor to four parts air, and as the piston D. descends on its suction stroke, this rich mixture is drawn into the cylinder F; the piston C. in cylinder E. follows at degrecs lag upon the crank shaft behind piston D., .and therefore at the time iston D. beis just finishing its exhaust stroke, and the sliding sleeve 11 is moving upward and thus the opening 24 is moved out of the path of the port 23, closing oli' all communication be tween the two cylinders E. and F., as shown in Fig. '4, and as the clearance space 26 of cylinder E. is very small, all of the exploded gases practically are eliminated' from this cylinderfthrough the exhaust valve 21. The clearance space in cylinder F. may be pro portioned to give any desired rcompression of the fuel charge in cylinder F. On the suctionstroke of piston C. in cylinder E., air from the atmosphere is drawn into the cylinder through the inlet valve 20. Therelfore cylinder E. at the end of the suction stroke, is entirely filled with fresh air, the

. products of the previous combustion having been entirely ejected on the exhaust stroke just completed.

In addition to this, during the exhaust stroke, the port 2 4 in the sliding sleeve ll is in the path of the communicating passage 23' between cylinders E. and F., and thus admits a current of air through the clearance space 27 into cylinder F., thus aiding to scavenge the burnt gases from cylinder F.

Ou the compression stroke which now follows', piston D. compresses the rich charge of gasolenevapor to desired point according tothe size of the clearance space 27 predetermined, andas the communicating port 23 between cylinders lilvand F. isnow closed by the sliding sleeve 1l, as shown in Figs. 5 and 6, the contents of cylinder F. and cylinder E. are at the moment kept entirely separate from each other and as the cylinder E. is preferably made larger than cylinder F. the amount of compression desired prior to ignition of the charge can be pre-determined. In this instance cylinder E. is proportioned so as to give it about one and onchalf times the volumetric capacity of cylinder F; thus when piston D. reaches its upper dead center and for example, we will say that the gasolcne vapor has been com pressed to 90 lbs. per square inch in cylinder F; piston C. is still 45 degrees early on crank shaft from its upper dead center and the clearance spacein cylinder E. is very small (inthis instance merely enough to allow the Valves to work freely) therefore at 45 degrees lag, from upper center the pressure in cylinder E slightly exceeds that in cylinder F. at the same instant, and at this point the sliding sleeve ll begins to open the port 24 shown in Figs. 7 and 8, and as the piston C. moves toward the upper dead center the port 24 opens very rapidly ,and admits the air under compression in cylinder E to rush into the clearance space 2T of cylinder F. at a high velocity, thus thoroughly mixing the rich gasolene vapor previously `admitted to the cylinder F. with highly compressed air. As the volumetric capacity of cylinder E. is greater than that of cylinder F. the pressure rapidly rincreases in both cylinders as the piston C. moves toward the top of cylindcr E. until piston C. is very near the upper center, 'so that, for illustration, in the proportion shown in the accompanying figures, when piston C. is within say degrees of the upper center and piston l). 22gover the center, the compression in both cylinders has reached its maximum, say for example, 200 lbs. per square inch, but this increase has taken place almost instantly in cylinder F. where the gasolene vapor is still confined, the high pressure having occurred or rather having been forced into cylinder F. between the time that piston C. was moving from a point 45 degrees lag to 22@` degrees lag from upper center.

At about this point the ignition through the spark plug 17 should take place and because of the thorough mixing of the explosive product, due to the rapid influx of compressed air at this instant, combustion occurs almost instantaneously and is complete at about the time that piston C. reaches its upper dead center, and piston D. at this point will be 45 degrees over its upper dead center, thus giving the explosive charge greater leverage upon the crank arm 4, and consequently increasing the rate of expansion for the next45 degrees travel about threel times what it would amount to if the charge were exploded when piston was on thedead center as is the usual custom in engines now in general use. Because of the greater volumetric capacity of cylinder E.

the pressure in both cylinders'will remain at practically its maximum from the time piston Cls at 2% degrees lag until it reaches the upper center; thus both ignition and complete combustion occur at the highest point of compression and after piston D. is more than 20 degrees past the deadcenter.

The port 24 in the slidingl sleeve 1l now remains open, and l2, during the entire expansion and exhaust strokes,

and the exploded vapor from cylinder F. rushes into cylinder E. and acts upon the. piston C. at the same time it is acting upon piston D., a still further increasing the rapidity of expansion and applying the force exerted bythe high pressure due to combustion to the accomplishment of usefrl work in both cylinders. hus .a larger degree" of heat is taken off in useful work instead of being used up in radiationlthrough the cylinder walls as is now done inl general practice where the combustion is completed at or near the dead center of the compression stroke.

The exhaust valves in both cylinders are timed to open when the piston D. reaches a point near its lower dead center' after which the exhaust stroke drives the burnt gases out in the usual manner, excepting that .the reciprocating action of the cylinders C. and D. have a tendency to clear the compression space 27 ofcylinder F. of the burnt gases because of the volumetric pressure exerted by piston C., which is larger in circumference than piston D., and the further advantage that the'clearance space in cylinder E. is so small that all of the burnt gases are ejected therefrom before the suction stroke begins.

It is a well known fact that upon the combustion of vapor in an inclosed chamber the pressure therein increases from three to five times what it was before explosion (depending somewhat upon the mixture and the 'rapidity Iof combustion) so that if the pressure be raised before ignition the thermal eiiiciency of the fuel is increased in proportion to the increase of compression.

It will thus be seen that much higher compression is obtained without danger from preignition, because .in the first place the mixture in the cylinder F. (or explosion cylinder) is too rich to ignite readily until after the air mixes with it. but even aside from this, the pressure obtained by piston D. need not be suiliciently high to cause preignition and as the high compression occurs almost instantly, e., piston C. travels 22g.- degrecs on the crank shaft in the pressure cylinder E. practically simultaneously with the ignition by electric' spark, no tim'e 1s given here forpreignition. It is also desirable and advantageous to have combustion of the mixture completed as quickly as possible after ignition,v so that even if the vapor does ignite spontaneouslv after the port 24 opens it will merely aid cause such ignition will take place simulas shown in Figs. 9, 10, 11

during the period that1 no harm whatever loe-- taneously with the tiring from the electric spark. Ignition should be timed to occur so that piston C. will i ust'about reach its upper dead'center when combustion is entirely completed, thus both ignition and combustion occur at the maximum point vof pressure and at the most advantageous time, while the vapor is being highly agitated through the movement of piston C. in the pressure cylinder E. so that a prematuro explosion becomes an impossibility` as the explosion cannot occur too soon after the mixture becomes complete and compression is at its highest point. l

In explosive engines now in general use. the loss of power from the crank arm dead center reaches its maximum because as is well known the highest pressure from the explosion of vapor occurs at the instant of complete combustion and falls very rapidly thereafter, so that during' the first 45 degrees turning movement of the crank shaft immediately succeeding the piston reaching its upper dead center, the explosive pressure will have lost approximately one-third of its initial force, and the piston will have traveled only about one-third of the distance vertically that it travels during the next or succeeding' 45 degrees as in this instance when combustion is timed to occur at 45 degrees over the center.

It will be' apparent that thc same principle can be applied to an engine operating on the two cycle plan with such variations in the inlet and exhaust ports as might be necessary.

In the specification and, claims I have used the word lag in connection with the piston which follows last or is behind the other on the crank arm and the term lead in referring to the piston which first reaches the dead center on each stroke. I have also employed the term"pressure cylinder@ for the cylinder E. or the one which draws in and compresses air or vapor to the highest point, and explosion cylinder for cylinder F. or the one in which the explosion occurs.

While I have shown herein one of the cyl-A inders as drawing in and compressing` air only, it is to be understood that any vapor or mixture might be drawn in in place of air, and that any other explosive vapor from those commonly called petroleum products may be used.

While I have described herein'a sleeve valve operating in cylinder E., it is to be understood that any other form of valve well known tothe art might be employed to perform the functions herein described and it is distinctlv understood that l do not limit myv Cil TVhile l have shown two cylinders acting together, it is to be understood that any plurality of two may be used in any well known combination of engine, or thzit a single pressure cylinder might be applied to one or more explosion cylinders.

Having now folly described my invention, what I claim is:

l. In a combustion engine, the combination of two communicatingl cylinders one of which larger than the other, means for closing the connnnnieating;r passage between said cylinders at p1e letermined intervals, a piston in each oit said Acylinders, a crank shaft operating; said pist ns, the piston in the smaller cylinder being;l miren a fixed lead on said crank shaft with regard to the other and th clearance space being larger in the cylinder in which the piston is ven 'the lead than in cylinder in which the piston gf en the lag.

2, ln a combustion engine, the comliiination of common crank shai't and two pistons in communicating cylinders one ol which is larger than the other.l means ,tor Closing said eomnnniicatinp,` pa; gre between said cylinders at pre-determined intervals, lthe piston in the smaller cylinder being given a lead in said crank shaft over the other piston so that the piston having' the lead will reach its highest point of compression in ovlinder after having passed the dead center on v the compression stroke by at least l0 degrees of turning' movement of crank shalt.

In a combustion engine composed ol' a pair of cylinders one cylinder beingl larger than the other and pistons operating upon one common crank shaft wl ein the @vlinders of each pair are intercorsinunicating and the piston operating' in the smaller criinder is connected in such manner to :i arm of Crank shaft in the lead of the pisana operating' in the other cylinder, as to cause the explosive vapor in one cylinder 'to reach its highest point of compression att-cr its piston has passed the dead center of ora alf on its compression stroke by not less than l( grecs radiating from the center olf crans shaft, and mea-ns for interrnpting1 communie-ation between said cylinders at predetermined intervals.

il. In a combustion engine, the combina-- tion of two inter-commnnicating cylinders of different sizes separated by a slidable sleeve at pre-detern'iined intervals, each with pistons therein, means for admitting exploi sive vapor into one of said lcylinders means for igniting the same, said. pistons connected to a common crank shaftin such relation to each other that the expansion of vapor after same has been ignited is more rapid therein than when vapor is exploded in a single cylinder prior to its working stroke.

5. In a combustion engine, 'the combinalton of two communicating cylinders of different separated by a slidablesleeve at pre-determined intervals, means 'for admitting; explosive vapor into one oi said cylinders, a piston in each of said cylinders,

both pistons connected to a common crank shaft, means for exploding a charge et con pressed .vapor within the smaller cylinder after the piston within said smaller cylinder has passed the dead center on the fiompression stroke by at least 10 degrees movement of the crank shaft and about at the same time that the other piston ot' the aah" l' reael ed the dead center on said coin tion stroke.

C. in a combustion engine, the combination olf two communicating cylinders oit' dii:- lfcrent sizes separated by a slidable sleeve at pre-determined "ntervals, a piston in each of said cylinders both pistons coi'inected to a Common crank shait the piston operating in the smaller cylinder beinggiven an advance upon said crank-shaft, means for admitting explosive vapor into one ot' said cylinders, means for igniting the same, means for expelling the exploded products from said cylinders and means for admitting 'fresh air into said cylinders.

7. ln a conibnstion engine, the eemhination of a cylindrical unit composed oi" two inter-communicating Cylinders sepa rated by a slid able sleeve at predetermined intervals, a piston in each ol said cylinders, both connected to a common crank shaft, one in lead o i the otiier of between 10 and 8O degrees, the

cvlinder within which the piston is given a la e' ot each unit beinff of greater volumetric capaciiry than the other, an air valve cornminiicatiiig` with said first named cylinder and said cjf'linder having the greatest volumetric capacity having less elearanee'space il* n the other (,fylinder.

r a combi.; 'ion engine con' wiser coin1nunicatin 'cylinders ol'A c unetrie capaci separated hv a valve at predetermined intermls, meaWy i adn'iittingv an explr. ive mixture into one o :said cylinders, pair oi: pistons, and a common crank shaft so constructed and cennf l to both oi c id pistons that means are p ided for causing said explosive mixture in said cylinder te he compressed to the highest point of compression obtainable on the compression stroke ot said pistons at a pre-determined period after one of said pistous has passed the dead center on its coinpression sti-olie by at least l0 degrees and valve closing; said communication at pre-l determined intervals, a piston in each of said cylinders, a crank shaft operating said pistons, the piston operating in the cyl-` inder of smallest volumetric capacity being given a suilicient lead on said crank shalt with regard .to the other piston lo cause the vapor in said cylinders to reach its highest point of compression after one ot' .said pistons has passed the dead center of crank arm on its compression stroke hy not less than ten degrees movement oi' said`4 cank shaft. i

l0. In a combustion engine composed of a two cylinder unit of different sizes, each cylinder having a piston workingtherein, a communicating passage between the cylinders of each unit, means Yfor closing said passage at pre-determined intervals means for admittingr vapor to each of said cylinders, means for compressing` the; same, means for quickly transferring the vapor from the larger cylinder into the other during the compression period of one cylinder and means for igniting the same.

l1. In a combustion engine the combination of an explosion cylinder and a pressure cylinder, said pressure cylinder having a larger volumetric capacity than the explosion cylinder', a piston in each of said cylinders connected to a common crank shaft, means for admitting vapor into each oiE said cylinders, means for quickly transferring the vapor from the larger cylinder into the other during its highest point of compression and means for igniting the same.

l2. In a combustion engine the combination of a pressure cylinder and an explosion cylinder, the pressure cylinder having a larger volumetric capacity than the explosion cylinder, means for admitting vapor into each of said cylinders, means for compressing the same, means for quickly transferring the vapor from the pressure cylinder into the explosion cylinder in such volume as to raise the pressure within the explosion cylinder after the compression Within said explosion cylinder has been completed and means for igniting the same.

13. In an explosive engine, the combination of an explosion cylinder and a pressurel cylinder larger than said explosion cylinder, a piston working in each of said cylinders both of said pistons connected` to a common crank shaft, the piston Working' Within the explosion cylinder having an advance over the other of from ten to ninety degrees upon said crank shaft, means for admitting vapor into both of said cylinders, means for quickly transferring the vapor from the pressure cylinder into the other at or near the end of the compression stroke in pressure cylinder and after the piston in explosion cylinder has passed the upper dead center, and :means for igniting the same."`

14. In Van explosive engine, the combination of an engine composed of a two cylinder unit comprisingan explosion cylinder and a pressure cylinder' having a greater volunutric capacity 'than said explosion cylinder. a piston working in each of said cylinders, both pistons connected to a common crank shaft. the piston operating in the eX- plosion evlinder being connected to said crank shalt so that it will have a lead over the piston oi'ierating in the pressure cylinder. means 'for admitting vapor from the pressure cylinder into the explosion cylinder at pre-determined inter als, means for admitting vapor from the explosion cylinder into the pressure cylinder at predetermined intervals and means iior exploding vapor in the explosion cylinder.

l5. In an explosive engine the combination of a plurality of cylinders of diiiierent sizes, eonnnunicating means between said cylinders, means for closing oli said communicating means at pre-determined periods, a piston operating in each of said cylinders, the piston operating in the smaller cylinder being given a lead upon the crank-shaft of the piston operating in the larger' cylinder, means for admitting vapor into each ot' said cylinders independent of the other,'the larger cylinder having a smaller clearance space than .the smaller cylinder for compressing said vapor in one cylinder to a higher point of compression than in the other, means for quickly admitting the highly compressed vapor from one cylinder into the other cylinder after the piston in said last mentioned cylinder has passed its upper dead center, to raise the pressure in said last mentioned cylinder to a higher point than before said vapor Was admitted and means for igniting the same.

1G. The method of increasing the eiiiciency of explosive engines which consists in admitting an explosive vapor into 'an engine cylinder and compressing the same and when the piston in the engine cylinder has about reached its upper dead center` quickly injectingtherein a large volume of highly compressed vapor so that the pressure in said engine cylinder will be raised to a higher point after said piston has passed the center than was reached on its compression stroke, then during` the admission oi? vapor igniting the vapor so that ignition and combustion will both oecui` during about the maximum pressure.

17. The method of increasing the etlieiency ot explosive engines which consists in first admitting a very rich explosive vapor into the engine cylinder, then compressing the same in the usual Way, then at about its highest point of compression quickly admitting into said engine cylinder a nonf,cX-

plosive mixture at a higher' pressure than that attained by the explosive vapor, to thoroughly agitate the explosive vapor and mix with the same, thus raising the pressure in the engine cylinder after the piston therein has passed its upper dead center,

lthen igniting the vapor during the admismitting into the engine cylinder gasolene or other vapor so rich as to be non-explosive or not readily explosive from compression, tlien compressing the same to any predetermined degree of compression in the usual Way in the engine cylinder, then quickly injecting into said engine cylinder a Very lean mixture of gasolene or other vapor, so lean as to be non-explosive, but compressed to a higher degree of compression than that in the engine cylinder after the piston in said engine cylinder has reached its dead center, thus raising the pressure in the engine cylinder, causing a thorough agitation of the vapor therein which is instantly mixed with the thinner injected vapor, thus forming a highly explosive mixture and igniting the same at about the highest point of compression during the admission of vapor. Y

19. In a combustion engine, the combination of a pressure cylinder and an explosion cylinder, said pressure cylinder being ot' greater volumetric capacity than the explosion cylinder, a communicating passage between the pressure cylinder and the explosion cylinder, a movable sleeve in the pressure cylinder, means for moving said sleeve to close the communicating passage between the tWo cylinders at predetermined inteivals, a piston in each of said cylinders connected to a common crank shaft the piston in the explosion cylinder being given a lead upon the crank shaft o er the other piston, means for admitting vapor into each of said cylinders and means for igniting the same in the explosion cylinder.

20. The method of operating a combustion engine which consists in compressing a rich charge in a cylinder and a lean charge in an adjacent cylinder ot greater volumetric capacity than said first mentioned cylinder, by pistons operating therein in such manner that the compression of the rich charge is completed bei'orethat of the lean charge, and then Yforcing said lean charge into the cylinder containing the rich charge, mixing with .said rich charge and raising the compression therein after its Working stroke has begun, then during admission o the lean chai-gc igniting the mixture.

Lacasse 21. The method of operating a conibusi ture and allowing the mixture after combustion to expand in both cylinders.

22. The method of operating a combustion engine, which consists in compressing in separate cylinders a rich chargeand a lean charge by pistons operating therein in such a. manner that the compression of the rich charge is completed before that of the lean charge, in forcing said lean charge into the cylinder containing the rich charge and mixing the same with said rich charge aftei" the working stroke in said cylinder has begun, in increasing the compression in said cylinder during the first part of the working stroke and in igniting the charge in said sov last mentioned cylinder during the admisi.

sion of said lean charge.

Qaln a combustion engine, the combination with an explosion cylinder, of a pressure cylinder communicating therewith, said pressure cylinder having a larger volumetric capacity than said explosion cylinder, al

crank shaft and a piston in each of said cylinders connected to said crank shaft,the piston in said explosion cylinder having a lead over the piston in said pressure cylinder. i j

24. In a `combustion engine, the combination with an explosion cylinder, of a pressure cylinder communicating therewith, said pressure cylinder having a larger volumetric capacity'than said explosion cylinder, means for admitting a lean charge to said pressure cylinder, and a rich charge to said explosion cylinder, means for compressing said charges in their respective cylinders and for forcing the compressed lean charge into the explosion cylinder after its Working stroke has begun, and means for igniting the combined charge in said explosion cylinder.

LEWIS C. VAN RIPER. Witnesses:

KARL F. SeHULTz, Giro. N. Hiexiw. 

